SocialD
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Posts posted by SocialD
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- Go Guard.
- If you're 28-29, shotgun apps everywhere, immediately!
- Getting turned down 2x isn't all that uncommon.
- Go and visit the squadron...multiple times if able. It will help your chances big time.
- When you get back from training, you can go back to making your 100k (plus an additional 20-25k/yr as a part timer).
- Profit in both money and experiences
- Being Guard allows for opportunities to take high paying jobs AND fly. A few of our guys who have worked their way into very lucrative careers (we even have an E-9 who is a multi-millionaire)...
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I just finished my ATP written, and I'm trying to figure out where to do the practical. Getting a 737 type rating sounds great to me, but I'm not sure if it's worth the trouble and the cost. So what is the worth of a 737 type rating? Does it mean much to the airlines? If it's no big deal, I'll probably just go as cheap and easy as possible. Thanks.
As guys have already state, SWA is interviewing and hiring w/o the type. Unless SWA is your must go to airline, I would consider not dropping the cash. A 737 type w/ 0 time send a signal to all the other airlines of where you want to get hired.
I'm not saying this is you, but it seems everyone on/coming off AD has a hard on for SWA and getting their 737 type. Even guys who have two major airlines based in their home town/desired city to live in...I'm not sure why. SWA is a great company but DAL/UAL/AA are all solid companies (w/ potentially LOTS more movement than SWA) and are hiring plenty of guys w/o types. *Standard caveat that the whole industry is a crapshoot (to appease Butters)!
Unless you have all the education you want and don't plan on passing it on to a wife or kids, I wouldn't waste any G.I. Bill $$$ on a 737 type (or ATP for that matter). An ATP doesn't cost that much, especially if you look around. Also, remember you can transfer it to your wife/kids and serve out the commitment in the Guard/Reserve. Not applicable to any single Captain who is blowing all his cash on hookers, cars, booze, boats, etc. You're probably scrapping by on that senior captain pay...
Anyone heard from or used Bob from Boston recently? He's being harder to get ahold of than normal....which is somewhat difficult to begin with. Squadron mate has had zero luck...just checking to see if he's still in business.
Had a squadron mate get his ATP from that guy. But others in the squadron have not had any luck contacting him lately.
The FARs do clearly state for purpose of getting an ATP or commercial rating ("qualifying military pilot") you do not require a landing more than 50 NM from the point of departure. Landings do matter for private, instrument or commercial ("non-military") ratings. So my question is, what do civilian 121/135 jobs care about when looking at time? If asked the question in the future, "how much XC time do you have?", do I answer with my time that does not include landings (i.e. every military flight and my civilian XC time before UPT) or only with my time that included landings other than point of departure?
I ask because right now my logbook only has XC time logged when I landed elsewhere, but I'm debating whether I should correct it to include all my mil time or do I just use one of the blank columns to effectively be my "here's so I can get my ATP" XC time and leave the "legit" XC time column alone.
When I was got my ATP, "on paper" I didn't have 500 hours of X/C time, so the examiner noted that I didn't have enough X/C time. I told him every flight in the Viper is X/C, so he told me to add it to my logbook. Thankfully, I brought my computer with logbook pro on it, and all I did was add in X/C time for every flight in the Viper until I hit 500 hours. The FAA are really the only ones that care about X/C time.
If you are ever in an interview that asks you that question...
a. You are doing it wrong. Raise your standards.
b. You need to stand up and leave that interview... run as fast as you can.
c. re-evaluate what you are looking for in a career job, as a pilot with quality turbine time.
d. tell your friends what happened so they will not make that bad choice also.
e. All of the above.
E.
Shack!
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Edited by SocialD
Are you required to sign a LOA? If so, don't sign it and reference the following news article with quotes from the CSAF. I chalk this rule up in the ridiculous column along with the requirement to fold up your watch cap...much to the chagrin of my command chief.
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Curiously, how was the Lobos picked over the Dragons? Any particular rhyme or reason?
They shut down 2 squadrons when I was a Luke. We were told squadrons were picked based on some kind of historical "point system." Basically, the squadrons that didn't see as much combat, shot down fewer planes, etc... got the axe. Not sure if there is any thruth to that, but it sounded good at the time.
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There's a WHOLE lot more to Airpower than just CAS and ISR. Guessing that might have something to do with it.
Eta: hindsight is ALWAYS 20/20...
Haven't you heard...All we'll be doing in the future is ISR & CAS in a low threat/permissive environment!
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Edited by SocialD
Tell them to fuck off and have your drop somewhere else. There was a class or two that did this when I went through training. They were also told that they were "required" to have it at the club...
Or just nod and agree. Then bring your kegs to the drop night anyway.
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Edited by SocialD
Am I the only guy on here who had to google was a C-145 is?
Only reason I know about the C-145/M-28 was because I was airborne when one crashed in Afghanistan a few years ago. The damn thing flipped tail over nose, onto its back. These guys we're picked up by an HH-60...that subsequently crashed on takeoff! Talked about a bad night.
https://www.baaa-acro.com/wp-content/uploads/2013/11/08-0319.pdf
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Edited by SocialD
It seems to me that without a reserve command to represent the interests of the strictly reserve you would need a union and contracts.
Technicians already have a union and a contract, now if they could just cover the part timers...
Get to a stand alone Guard squadron and hope it doesn't shut down. Stiff arm TFI as long as humanly possible and enjoy the last bastion of the good life!
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Hostage was more direct.
“It appears that I will be told I have to continue to purchase Global Hawks, and given the budget picture that we have, I cannot afford both the U-2 and the Global Hawk,” the Air Combat Command leader said. “What that means is that we are going to have to spend buckets of money to get the Global Hawk up to some semblance of capability that the U-2 currently has. It is going to cost a lot of money, and it is going to take time, and as I lose the U-2 fleet, I now have a high-altitude ISR fleet that is not very useful in a contested environment.”
Why is the AF being forced to buy the Global Hawk?
Glad to see Gen Hostage calling it like it is!
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If you can get sent through T-38s, it would be exponentially easier. There seems to be a few guard, heavy guys being sent through T-38s, simply because the T-1 spots are all taken. I do know of ONE guy who went through T-1s, flew tankers for a while and was subsequently given a Viper spot by another guard squadron. They sent him to Randolph for a 20ish ride course to learn to fly the 38 (not nearly enough time), then IFF. Unfortunately, things didn't work out for him in the B-course. This was a very rare case, and I would NOT count on this happening.
You're doing it wrong anyway. Fly fighters while you're young, then when it's about time for your first neck/back surgery, switch to heavies.
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just got briefed "there will be no morale patches, pencil tab patches,
orfriday shirts OR MORALE in the AOR PERIOD"FIFY
Who didn't see that one coming...
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Who would the regular American believe more on Fox/CNN? Maj John Doe or Lt Col John Doe?
I don't think the regular American would know the difference.
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Edited by SocialD
https://www.army.mil/article/117919/Legislation_changing_UCMJ__especially_for_sex_crimes/
Coming to a UCMJ near you.
ARTICLE 60
Like Article 32 changes, modifications to Article 60 are to be phased in over the course of 12 months. Article 60 involves pre-trial agreements and actions by the convening authority in modifying or setting aside findings of a case or reducing sentencing.
A convening authority could, in the past, do that, and some did, though rarely.
Changes to Article 60 were influenced last year by a case involving Air Force Lt. Col. James Wilkerson, a former inspector general convicted of aggravated sexual assault, Kiel said. The convening authority, Air Force Lt. Gen. Craig Franklin, overturned the findings of guilt.
"That got Congress stirred up," Kiel said.
In NDAA14, legislators said the convening authority can no longer adjust any findings of guilt for felony offenses where the sentence is longer than six months or contains a discharge. They cannot change findings for any sex crime, irrespective of sentencing time.
One way a commander can still modify a sentence is "if the trial counsel comes forward and says 'this particular accused was very helpful in securing evidence or cooperating with the government in prosecuting someone who was accused of committing an offense under the UCMJ.' That is a trigger for the convening authority to be able to modify a sentence," Kiel said.
The other way a convening authority can modify a sentence, even involving rape and sexual assault, is if a pre-trial agreement is in place, he said, meaning that the case could close, but the pre-trial agreement would still take effect.
Congress realized that Article 60 was still needed to continue the option for pre-trial agreements, he said. Had Article 60 been done away with altogether, that "would have likely meant all courts-martial would have gone to full contest and that would have bottlenecked the entire process."
It also would have meant that all alleged victims of sexual assault would have likely had to testify if Article 60 were voided. "Sometimes victims supported the pre-trial agreement, supported the potential sentence and supported the fact that they didn't have to testify -- when it was in their best individual interest," he said.
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Edited by SocialD
Jarhead...did they say what exactly is the "budget/funding issue?" As a pilot I get 48 UTAs and 48 AFTPs a year. I fail to see how burning my December UTA costs any different if I burn it on drill weekend or a month later. I don't necessarily use my UTAs on drill weekend. Also, are you guys Reserve or ANG?
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Edited by SocialD
This is what I get when I click on this thread. No problems with any other thread.
Fatal error: Allowed memory size of 33554432 bytes exhausted (tried to allocate 214338 bytes) in/home/flyingsq/public_html/forums/admin/sources/classes/output/formats/html/htmlOutput.php on line 575
Edit: May just be my computer. When I try to go to facebook it tries to load like 5 times and then says not available.
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Would you give up a good paying civilian job to go AD?
in General Discussion
100+ days/yr in the KC-135?!? Holy shit, what kind of slave driving squadron is that? Unless they're only using one pay period per day, you don't even have that many pay days! You don't even have to work that many days in a fighter squadron. I know who you're talking about...as you said, living 2+ hours from the Guard base does not help either.
I do agree with you though...being a part timer in something other than an airline or local corporate gig, can be a tough way to go. The ones who try AND live out of town, don't seem to last long.